12988 Federal Register / Vol. 78, No. 38 / Tuesday, February 26, 2013 / Proposed Rules 

granted waiver will terminate 365 days 

after issuance. 

(e) Any basic model for which a 

waiver has been granted shall be 

shipped from the water heater original 

equipment manufacturer with a control 

device that is compatible with the 

utility company administered electric 

thermal storage program. Any changes 

to the basic model design which results 

in the unit consuming more energy or 

alters the control device from which the 

waiver was granted shall require a new 

waiver application. The control device 

must be installed on the water heater 

before it leaves the original equipment 

manufacturer. The control device must 

be capable of receiving communication 

from a grid operator, electric utility, or 

other energy services company that 

provides real-time control of the heating 

element. The water heater must be 

clearly labeled and marketed for use 

exclusively in ETS programs, including 

a description of the control device 

integrated into the water heater, before 

it leaves the original equipment 

manufacturer. 

[FR Doc. 2013–04099 Filed 2–25–13; 8:45 am] 

BILLING CODE 6450–01–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2013–0094; Directorate 

Identifier 2012–NM–160–AD] 

RIN 2120–AA64 

Airworthiness Directives; Airbus 

Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: We propose to adopt a new 

airworthiness directive (AD) for all 

Airbus Model A318, A319, A320, and 

A321 series airplanes. This proposed 

AD was prompted by reports that 

certain trimmable horizontal stabilizer 

actuators (THSA) were found with 

corrosion that affected the ballscrew 

lower splines between the tie-bar and 

screw-jack. This proposed AD would 

require repetitive inspections of the 

THSA; ballscrew integrity tests, if 

necessary; and replacement of affected 

THSAs. We are proposing this AD to 

detect and correct corrosion in the 

ballscrew lower splines, which, if the 

ballscrew ruptured, could lead to 

transmission of THSA torque loads from 

the ballscrew to the tie-bar, prompting 

THSA blowback, and possible loss of 

control of the airplane. 

DATES: We must receive comments on 

this proposed AD by April 12, 2013. 

ADDRESSES: You may send comments by 

any of the following methods: 

• Federal eRulemaking Portal: Go to 

http://www.regulations.gov. Follow the 

instructions for submitting comments. 

• Fax: (202) 493–2251. 

• Mail: U.S. Department of 

Transportation, Docket Operations, M– 

30, West Building Ground Floor, Room 

W12–140, 1200 New Jersey Avenue SE., 

Washington, DC 20590. 

• Hand Delivery: U.S. Department of 

Transportation, Docket Operations, M– 

30, West Building Ground Floor, Room 

W12–140, 1200 New Jersey Avenue SE., 

Washington, DC, between 9 a.m. and 5 

p.m., Monday through Friday, except 

Federal holidays. 

For Airbus service information 

identified in this proposed AD, contact 

Airbus, Airworthiness Office—EAS, 1 

Rond Point Maurice Bellonte, 31707 

Blagnac Cedex, France; telephone +33 5 

61 93 36 96; fax +33 5 61 93 44 51; email 

account.airworth-eas@airbus.com; 

Internet http://www.airbus.com. For 

Goodrich service information identified 

in this proposed AD, contact Goodrich 

Corporation, Actuation Systems, 

Stafford Road, Fordhouses, 

Wolverhampton WV10 7EH, England; 

telephone +44 (0) 1902 624938; fax +44 

(0) 1902 788100; email 

techpubs.wolverhampton@

goodrich.com; Internet http:// 

www.goodrich.com/TechPubs.You may 

review copies of the referenced service 

information at the FAA, Transport 

Airplane Directorate, 1601 Lind Avenue 

SW., Renton, WA. For information on 

the availability of this material at the 

FAA, call 425–227–1221. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http:// 

www.regulations.gov; or in person at the 

Docket Operations office between 9 a.m. 

and 5 p.m., Monday through Friday, 

except Federal holidays. The AD docket 

contains this proposed AD, the 

regulatory evaluation, any comments 

received, and other information. The 

street address for the Docket Operations 

office (telephone (800) 647–5527) is in 

the ADDRESSES section. Comments will 

be available in the AD docket shortly 

after receipt. 

FOR FURTHER INFORMATION CONTACT: 

Sanjay Ralhan, Aerospace Engineer, 

International Branch, ANM–116, 

Transport Airplane Directorate, FAA, 

1601 Lind Avenue SW., Renton, WA 

98057–3356; telephone (425) 227–1405; 

fax (425) 227–1149. 

SUPPLEMENTARY INFORMATION: 

Comments Invited 

We invite you to send any written 

relevant data, views, or arguments about 

this proposed AD. Send your comments 

to an address listed under the 

ADDRESSES section. Include ‘‘Docket No. 

FAA–2013–0094; Directorate Identifier 

2012–NM–160–AD’’ at the beginning of 

your comments. We specifically invite 

comments on the overall regulatory, 

economic, environmental, and energy 

aspects of this proposed AD. We will 

consider all comments received by the 

closing date and may amend this 

proposed AD based on those comments. 

We will post all comments we 

receive, without change, to http:// 

www.regulations.gov, including any 

personal information you provide. We 

will also post a report summarizing each 

substantive verbal contact we receive 

about this proposed AD. 

Discussion 

The European Aviation Safety Agency 

(EASA), which is the Technical Agent 

for the Member States of the European 

Community, has issued EASA 

Airworthiness Directive 2012–0175, 

dated September 7, 2012 (referred to 

after this as the Mandatory Continuing 

Airworthiness Information, or ‘‘the 

MCAI’’), to correct an unsafe condition 

for the specified products. The MCAI 

states: 

Some Trimmable Horizontal 

Stabilizer Actuators (THSA), Part 

Number (P/N) 47147–500 fitted on 

A330/A340 aeroplanes have been found 

with corrosion, affecting the ballscrew 

lower splines between the tie bar and 

the screw-jack. The affected ballscrew is 

made of steel and anti-corrosion 

protection is ensured, except on both 

extremities (upper and lower splines) 

where Molykote is applied. 

The results of the technical 

investigations have identified that the 

corrosion was caused by a combination 

of: 

—contact/friction between the tie bar 

and the inner surface of the ballscrew, 

leading to the removal of Molykote 

(corrosion protection) at the level of 

the tie bar splines, 

—humidity ingress initiating surface 

oxidation starting from areas where 

Molykote is removed, and 

—water retention in THSA lower part 

leading to corrosion spread out and to 

the creation of a brown deposit (iron 

oxide). 

The results of the technical 

investigations have also concluded that 

A320 family THSA P/N 47145–XXX 

(where XXX stands for any numerical 


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Federal Register / Vol. 78, No. 38 / Tuesday, February 26, 2013 / Proposed Rules 12989 

value) ballscrews might be affected by 

this corrosion issue. 

This condition, if not detected and 

corrected, may lead, in case of ballscrew 

rupture, to loss of transmission of THSA 

torque loads from the ballscrew to the 

tie-bar, prompting THSA blowback, 

possibly resulting in loss of control of 

the aeroplane. 

For the reasons described above, this 

[EASA] AD requires repetitive detailed 

inspections of the ballscrew lower 

splines of THSAs having P/N 47145– 

XXX to detect corrosion and, depending 

on findings, the accomplishment of 

applicable corrective actions. 

The required action is repetitive 

detailed inspections of the gaps between 

the ballscrew shaft and tie-rod splines of 

the affected THSAs to determine the 

corrosion category. Depending on the 

corrosion category, additional actions 

include a ballscrew shaft integrity test 

and replacing the THSA with a new 

THSA if necessary. You may obtain 

further information by examining the 

MCAI in the AD docket. 

Relevant Service Information 

Airbus has issued Service Bulletin 

A320–27–1214, including Appendix 01, 

dated February 23, 2012; and Goodrich 

has issued Service Bulletin 47145–27– 

16, dated November 7, 2011. The 

actions described in this service 

information are intended to correct the 

unsafe condition identified in the 

MCAI. 

FAA’s Determination and Requirements 

of This Proposed AD 

This product has been approved by 

the aviation authority of another 

country, and is approved for operation 

in the United States. Pursuant to our 

bilateral agreement with the State of 

Design Authority, we have been notified 

of the unsafe condition described in the 

MCAI and service information 

referenced above. We are proposing this 

AD because we evaluated all pertinent 

information and determined an unsafe 

condition exists and is likely to exist or 

develop on other products of the same 

type design. 

Costs of Compliance 

Based on the service information, we 

estimate that this proposed AD would 

affect about 755 products of U.S. 

registry. We also estimate that it would 

take about 4 work-hours per product to 

comply with the basic requirements of 

this proposed AD. The average labor 

rate is $85 per work-hour. Based on 

these figures, we estimate the cost of the 

proposed AD on U.S. operators to be 

$256,700, or $340 per product. 

In addition, we estimate that any 

necessary follow-on actions would take 

about 15 work-hours and require parts 

costing $2,203, for a cost of $3,478 per 

product. We have no way of 

determining the number of products 

that may need these actions. 

Authority for This Rulemaking 

Title 49 of the United States Code 

specifies the FAA’s authority to issue 

rules on aviation safety. Subtitle I, 

section 106, describes the authority of 

the FAA Administrator. ‘‘Subtitle VII: 

Aviation Programs,’’ describes in more 

detail the scope of the Agency’s 

authority. 

We are issuing this rulemaking under 

the authority described in ‘‘Subtitle VII, 

Part A, Subpart III, Section 44701: 

General requirements.’’ Under that 

section, Congress charges the FAA with 

promoting safe flight of civil aircraft in 

air commerce by prescribing regulations 

for practices, methods, and procedures 

the Administrator finds necessary for 

safety in air commerce. This regulation 

is within the scope of that authority 

because it addresses an unsafe condition 

that is likely to exist or develop on 

products identified in this rulemaking 

action. 

Regulatory Findings 

We determined that this proposed AD 

would not have federalism implications 

under Executive Order 13132. This 

proposed AD would not have a 

substantial direct effect on the States, on 

the relationship between the national 

Government and the States, or on the 

distribution of power and 

responsibilities among the various 

levels of government. 

For the reasons discussed above, I 

certify this proposed regulation: 

1. Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866; 

2. Is not a ‘‘significant rule’’ under the 

DOT Regulatory Policies and Procedures 

(44 FR 11034, February 26, 1979); 

3. Will not affect intrastate aviation in 

Alaska; and 

4. Will not have a significant 

economic impact, positive or negative, 

on a substantial number of small entities 

under the criteria of the Regulatory 

Flexibility Act. 

We prepared a regulatory evaluation 

of the estimated costs to comply with 

this proposed AD and placed it in the 

AD docket. 

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, Incorporation by reference, 

Safety. 

The Proposed Amendment 

Accordingly, under the authority 

delegated to me by the Administrator, 

the FAA proposes to amend 14 CFR part 

39 as follows: 

PART 39—AIRWORTHINESS 

DIRECTIVES 

■ 1. The authority citation for part 39 

continues to read as follows: 

Authority: 49 U.S.C. 106(g), 40113, 44701. 

§ 39.13 [Amended] 

■ 2. The FAA amends § 39.13 by adding 

the following new AD: 

Airbus: Docket No. FAA–2013–0094; 

Directorate Identifier 2012–NM–160–AD. 

(a) Comments Due Date 

We must receive comments by April 12, 

2013. 

(b) Affected ADs 

None. 

(c) Applicability 

This AD applies to all Airbus Model A318– 

111, –112, –121, and –122 airplanes; Airbus 

Model A319–111, –112, –113, –114, –115, 

–131, –132, and –133 airplanes; Airbus 

Model A320–111, –211, –212, –214, –231, 

–232, and –233 airplanes; and Airbus Model 

A321–111, –112, –131, –211, –212, –213, 

–231, and –232 airplanes; certificated in any 

category. 

(d) Subject 

Air Transport Association (ATA) of 

America Code 27, Flight controls. 

(e) Reason 

This AD was prompted by reports that 

certain trimmable horizontal stabilizer 

actuators (THSA) were found with corrosion 

that affected the ballscrew lower splines 

between the tie-bar and screw-jack. We are 

issuing this AD to detect and correct 

corrosion in the ballscrew lower splines, 

which, if the ballscrew ruptured, could lead 

to transmission of THSA torque loads from 

the ballscrew to the tie-bar, prompting THSA 

blowback, and possible loss of control of the 

airplane. 

(f) Compliance 

You are responsible for having the actions 

required by this AD performed within the 

compliance times specified, unless the 

actions have already been done. 

(g) Explanation of THSA First Flight 

For the purposes of this AD, the definition 

of THSA first flight is the THSA ‘‘entry into 

service date,’’ as identified in Goodrich 

Service Bulletin 47145–27–16, dated 

November 7, 2011. If the THSA part number 

(P/N) is not identified in Goodrich Service 

Bulletin 47145–27–16, dated November 7, 

2011, the THSA first flight is the 

manufacturing date engraved on the THSA 

identification plate. 


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12990 Federal Register / Vol. 78, No. 38 / Tuesday, February 26, 2013 / Proposed Rules 

(h) Repetitive Inspections 

At the later of the times in paragraphs 

(h)(1) and (h)(2) of this AD: Do a detailed 

inspection of the gaps between the ballscrew 

shaft and tie-rod splines on any THSA having 

P/N 47145–XXX (where XXX stands for any 

numerical value) to determine if the 

corrosion category is Type I, Type II, or Type 

III, in accordance with the Accomplishment 

Instructions of Airbus Service Bulletin A320– 

27–1214, including Appendix 01, dated 

February 23, 2012; and the Accomplishment 

Instructions and the flowchart following the 

Accomplishment Instructions of Goodrich 

Service Bulletin 47145–27–16, dated 

November 7, 2011. Repeat the inspection 

thereafter at intervals not to exceed 24 

months. 

(1) Within 22 years accumulated by the 

THSA since the THSA’s first flight, but no 

earlier than 20 years accumulated by the 

THSA since its first flight. 

(2) Within three months after the effective 

date of this AD. 

(i) Ballscrew Integrity Test and Corrective 

Actions 

If, during any inspection required by 

paragraph (h) of this AD, it is determined that 

a THSA has Type II or Type III corrosion: 

Before further flight, do a ballscrew integrity 

test, in accordance with the Accomplishment 

Instructions of Airbus Service Bulletin A320– 

27–1214, including Appendix 01, dated 

February 23, 2012; and the Accomplishment 

Instructions and the flowchart following the 

Accomplishment Instructions of Goodrich 

Service Bulletin 47145–27–16, dated 

November 7, 2011. If Type I corrosion is 

found, no action is required by this 

paragraph. 

(1) For THSAs having Type II or Type III 

corrosion and for which the results of the 

ballscrew integrity test are not correct, as 

specified in Airbus Service Bulletin A320– 

27–1214, including Appendix 01, dated 

February 23, 2012: Before further flight, 

replace the affected THSA with a new THSA, 

in accordance with the Accomplishment 

Instructions of Airbus Service Bulletin A320– 

27–1214, including Appendix 01, dated 

February 23, 2012. 

(2) For THSAs having Type III corrosion 

and on which the results of the ballscrew 

integrity test are correct, as specified in 

Airbus Service Bulletin A320 27–1214, 

including Appendix 01, dated February 23, 

2012: Within 10 days after the most recent 

inspection, replace the THSA with a new 

THSA, in accordance with the 

Accomplishment Instructions of Airbus 

Service Bulletin A320–27–1214, including 

Appendix 01, dated February 23, 2012. 

(3) For THSAs having Type II corrosion 

and on which the results of the ballscrew 

integrity test are correct, as specified in 

Airbus Service Bulletin A320 27–1214, 

including Appendix 01, dated February 23, 

2012: Within 24 months or 5,000 flight cycles 

after the most recent inspection, whichever 

occurs first, replace the THSA with a new 

THSA, in accordance with the 

Accomplishment Instructions of Airbus 

Service Bulletin A320–27–1214, including 

Appendix 01, dated February 23, 2012. 

(j) Replacement of a THSA Is Not 

Terminating Action 

Replacement of a THSA, as required by 

paragraph (i) of this AD, does not constitute 

terminating action for the repetitive 

inspections required by paragraph (h) of this 

AD. 

(k) Reporting Requirement 

If any corrosion type is found during any 

inspection required by paragraph (h) of this 

AD, at the applicable time in paragraph (k)(1) 

or (k)(2) of this AD, report the findings to 

Airbus, Customer Services Engineering— 

SEEL5, Flight Control Systems A320 Family, 

1 Rond Point Maurice Bellonte, 31707 

Blagnac Cedex, France; fax +33 5 61 93 44 

25. The report must include the information 

specified in Appendix 01 of Airbus Service 

Bulletin A320–27–1214, dated February 23, 

2012. 

(1) If the inspection was done on or after 

the effective date of this AD: Within 90 days 

after that inspection. 

(2) If the inspection was done before the 

effective date of this AD: Within 90 days after 

the effective date of this AD. 

(l) Parts Installation Limitations 

As of the effective date of this AD, no 

person may install a THSA having P/N 

47145–XXX (where XXX stands for any 

numerical value), on any airplane, unless 

that THSA meets the criteria specified in 

paragraphs (l)(1) and (l)(2) of this AD. 

(1) The THSA has not accumulated 20 

years since the THSA’s first flight, or the 

THSA has been inspected as required by 

paragraph (h) of this AD and it has been 

determined that the THSA had Type I 

corrosion (no corrosion) at the time of 

installation; and 

(2) The THSA is thereafter inspected as 

required by paragraph (h) of this AD, and any 

applicable actions specified in paragraph (i) 

of this AD are accomplished. 

(m) Other FAA AD Provisions 

The following provisions also apply to this 

AD: 

(1) Alternative Methods of Compliance 

(AMOCs): The Manager, International 

Branch, ANM–116, Transport Airplane 

Directorate, FAA, has the authority to 

approve AMOCs for this AD, if requested 

using the procedures found in 14 CFR 39.19. 

In accordance with 14 CFR 39.19, send your 

request to your principal inspector or local 

Flight Standards District Office, as 

appropriate. If sending information directly 

to the International Branch, send it to ATTN: 

Sanjay Ralhan, Aerospace Engineer, 

International Branch, ANM–116, Transport 

Airplane Directorate, FAA, 1601 Lind 

Avenue SW., Renton, WA 98057–3356; 

telephone (425) 227–1405; fax (425) 227– 

1149. Information may be emailed to: 9- 

ANM-116-AMOC-REQUESTS@faa.gov. 

Before using any approved AMOC, notify 

your appropriate principal inspector, or 

lacking a principal inspector, the manager of 

the local flight standards district office/ 

certificate holding district office. The AMOC 

approval letter must specifically reference 

this AD. 

(2) Airworthy Product: For any requirement 

in this AD to obtain corrective actions from 

a manufacturer or other source, use these 

actions if they are FAA-approved. Corrective 

actions are considered FAA-approved if they 

are approved by the State of Design Authority 

(or their delegated agent). You are required 

to assure the product is airworthy before it 

is returned to service. 

(3) Reporting Requirements: A federal 

agency may not conduct or sponsor, and a 

person is not required to respond to, nor 

shall a person be subject to a penalty for 

failure to comply with a collection of 

information subject to the requirements of 

the Paperwork Reduction Act unless that 

collection of information displays a current 

valid OMB Control Number. The OMB 

Control Number for this information 

collection is 2120–0056. Public reporting for 

this collection of information is estimated to 

be approximately 5 minutes per response, 

including the time for reviewing instructions, 

completing, and reviewing the collection of 

information. All responses to this collection 

of information are mandatory. Comments 

concerning the accuracy of this burden and 

suggestions for reducing the burden should 

be directed to the FAA at: 800 Independence 

Ave. SW., Washington, DC 20591, Attn: 

Information Collection Clearance Officer, 

AES–200. 

(n) Special Flight Permits 

Special flight permits may be issued in 

accordance with sections 21.197 and 21.199 

of the Federal Aviation Regulations (14 CFR 

21.197 and 21.199) to operate the airplane to 

a location where the airplane can be 

modified (if the operator elects to do so), 

provided that, if any THSA corrosion is 

found during any action required by 

paragraph (h) of this AD, that corrosion is 

classified as Type I or Type II, as defined in 

Goodrich Service Bulletin 47145–27–16, 

dated November 7, 2011. 

(o) Related Information 

(1) Refer to Mandatory Continuing 

Airworthiness Information European 

Aviation Safety Agency Airworthiness 

Directive 2012–0175, dated September 7, 

2012, and the service information specified 

in paragraphs (o)(1)(i) and (o)(1)(ii) of this 

AD, for related information. 

(i) Airbus Service Bulletin A320–27–1214, 

including Appendix 01, dated February 23, 

2012. 

(ii) Goodrich Service Bulletin 47145–27– 

16, dated November 7, 2011. 

(2) For Airbus service information 

identified in this AD, contact Airbus, 

Airworthiness Office—EAS, 1 Rond Point 

Maurice Bellonte, 31707 Blagnac Cedex, 

France; telephone +33 5 61 93 36 96; fax +33 

5 61 93 44 51; email account.airwortheas@airbus.com; Internet http:// 

www.airbus.com. For Goodrich service 

information identified in this AD, contact 

Goodrich Corporation, Actuation Systems, 

Stafford Road, Fordhouses, Wolverhampton 

WV10 7EH, England; telephone +44 (0) 1902 

624938; fax +44 (0) 1902 788100; email 

techpubs.wolverhampton@goodrich.com; 

Internet http://www.goodrich.com/TechPubs. 

You may review copies of the referenced 

service information at the FAA, Transport 

Airplane Directorate, 1601 Lind Avenue SW., 


wreier-aviles on DSK5TPTVN1PROD with PROPOSALS
Federal Register / Vol. 78, No. 38 / Tuesday, February 26, 2013 / Proposed Rules 12991 

Renton, WA. For information on the 

availability of this material at the FAA, call 

425–227–1221. 

Issued in Renton, Washington, on February 

11, 2013. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2013–04339 Filed 2–25–13; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2013–0095; Directorate 

Identifier 2011–NM–197–AD] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: We propose to supersede two 

existing airworthiness directives (AD) 

that apply to all The Boeing Company 

Model 767 airplanes. One AD currently 

requires a functional check of the shear 

rivets in all six elevator power control 

actuator (PCA) bellcrank assemblies to 

determine the condition of the shear 

rivets, and replacement or rework of the 

bellcrank assemblies if necessary. The 

other AD currently requires repetitive 

testing of the elevator control system to 

determine if an elevator PCA is rigged 

incorrectly, and follow-on actions if 

necessary. Since we issued those ADs, 

a terminating modification has been 

designed. This proposed AD would 

require an inspection to determine the 

part numbers and condition of the 

bellcrank assemblies; modification or 

replacement of the PCA bellcrank 

assembly, if necessary; and a repetitive 

functional test and mis-rig check, and 

corrective actions if necessary. We are 

proposing this AD to prevent continued 

operation with yielded or failed shear 

rivets in the elevator PCA bellcrank 

assemblies, and to prevent certain 

failures or jams in the elevator system 

from causing a hardover of the elevator 

surface, resulting in a significant pitch 

upset and possible loss of control of the 

airplane. 

DATES: We must receive comments on 

this proposed AD by April 12, 2013. 

ADDRESSES: You may send comments, 

using the procedures found in 14 CFR 

11.43 and 11.45, by any of the following 

methods: 

• Federal eRulemaking Portal: Go to 

http://www.regulations.gov. Follow the 

instructions for submitting comments. 

• Fax: 202–493–2251. 

• Mail: U.S. Department of 

Transportation, Docket Operations, M– 

30, West Building Ground Floor, Room 

W12–140, 1200 New Jersey Avenue SE., 

Washington, DC 20590. 

• Hand Delivery: Deliver to Mail 

address above between 9 a.m. and 5 

p.m., Monday through Friday, except 

Federal holidays. 

For service information identified in 

this proposed AD, contact Boeing 

Commercial Airplanes, Attention: Data 

& Services Management, P.O. Box 3707, 

MC 2H–65, Seattle, WA 98124–2207; 

telephone 206–544–5000, extension 1; 

fax 206–766–5680; Internet https:// 

www.myboeingfleet.com. You may 

review copies of the referenced service 

information at the FAA, Transport 

Airplane Directorate, 1601 Lind Avenue 

SW., Renton, WA. For information on 

the availability of this material at the 

FAA, call 425–227–1221. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http:// 

www.regulations.gov; or in person at the 

Docket Management Facility between 9 

a.m. and 5 p.m., Monday through 

Friday, except Federal holidays. The AD 

docket contains this proposed AD, the 

regulatory evaluation, any comments 

received, and other information. The 

street address for the Docket Office 

(phone: 800–647–5527) is in the 

ADDRESSES section. Comments will be 

available in the AD docket shortly after 

receipt. 

FOR FURTHER INFORMATION CONTACT: 

Marie Hogestad, Aerospace Engineer, 

Systems and Equipment Branch, ANM– 

130S, FAA, Seattle Aircraft Certification 

Office, 1601 Lind Avenue SW., Renton, 

WA 98057–3356; phone: 425–917–6418; 

fax: 425–917–6590; email: 

marie.hogestad@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Comments Invited 

We invite you to send any written 

relevant data, views, or arguments about 

this proposed AD. Send your comments 

to an address listed under the 

ADDRESSES section. Include ‘‘Docket No. 

FAA–2013–0095; Directorate Identifier 

2011–NM–197–AD’’ at the beginning of 

your comments. We specifically invite 

comments on the overall regulatory, 

economic, environmental, and energy 

aspects of this proposed AD. We will 

consider all comments received by the 

closing date and may amend this 

proposed AD because of those 

comments. 

We will post all comments we 

receive, without change, to http:// 

www.regulations.gov, including any 

personal information you provide. We 

will also post a report summarizing each 

substantive verbal contact we receive 

about this proposed AD. 

Discussion 

On August 18, 2000, we issued AD 

2000–17–05, Amendment 39–11879 (65 

FR 51754, August 25, 2000), for certain 

The Boeing Company Model 767–200, 

–300, and –300F series airplanes. That 

AD requires a one-time functional check 

of the shear rivets in all six PCA 

bellcrank assemblies to determine the 

condition of the shear rivets; and 

replacement or rework of the bellcrank 

assemblies, if necessary. That AD 

resulted from reports that elevator 

bellcrank assemblies with failed shear 

rivets had been found on three Model 

767 airplanes. We issued that AD to 

detect and correct any failed or partially 

yielded shear rivets of the elevator PCA 

bellcrank assemblies. Failure of two 

bellcrank assemblies on one side can 

result in that single elevator surface 

moving to a hardover position, 

independent of pilot command, 

resulting in a significant pitch upset 

recoverable by the crew. Failure of three 

bellcrank assemblies on one side could 

result in loss of control of the airplane. 

On February 21, 2001, we issued AD 

2001–04–09, Amendment 39–12128 (66 

FR 13227, March 5, 2001), for all The 

Boeing Company Model 767 airplanes. 

That AD requires repetitive testing of 

the elevator control system to determine 

if an elevator PCA is rigged incorrectly 

due to yielded or failed shear rivets in 

a bellcrank assembly of the elevator 

PCA, and follow-on actions if necessary. 

That AD resulted from reports that 

several Model 767 airplanes failed the 

one-time functional check of the shear 

rivets in the bellcrank assemblies of the 

elevator PCA required by AD 2000–17– 

05, Amendment 39–11879 (65 FR 

51754, August 25, 2000). We issued AD 

2001–04–09, Amendment 39–12128 (66 

FR 13227, March 5, 2001), to prevent 

continued operation with yielded or 

failed shear rivets in a bellcrank 

assembly of the elevator PCA, which 

could result in loss of control of the 

airplane. 

Actions Since Existing AD 2000–17–05, 

Amendment 39–11879 (65 FR 51754, 

August 25, 2000); and AD 2001–04–09, 

Amendment 39–12128 (66 FR 13227, 

March 5, 2001) Issued 

The preambles to AD 2000–17–05, 

Amendment 39–11879 (65 FR 51754, 

August 25, 2000); and AD 2001–04–09, 

Amendment 39–12128 (66 FR 13227, 


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